Railway signaling and communicating apparatus.



Norseman) Patented Apr. I, 1902.

H. GULLIVER.

RAILWAY SIGNALING AND COMMUNICATING APPARATUS.

[Application filed. July 9, 1901.) (No Model.) a $hets-$heet l.v

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- No. 696,8". Patented Apr. I, I902.

.H. GULLIVER.

RAILWAY SIGNALING AND CUMMUNICATING APPARATUS.

(Application mea'm 9, 1901.)

(No Model. 3 Sheets-Sheet 2.

f/iziessas- My Patented Apr. I, I902.

.H. GULLIVER. RAILWAY SIGNALING AND COMMUNICATING APPARATUS.

(Application filed July 9, 1901.)

3 Sheets-Sheet 3.

(No Model.)

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lllvrrnn hiatus PATENT uric HARRY GULLIVER, OF SOUTH YARRA, VICTORIA, AUSTRALIA.

RAILWAY SIGNALING AND COMMUNICATING APPARATUS.

SPECEFIGATEOIN forming part of Letters Patent No. 696,811, dated April 1, 1902.

Application filed July 9,1901.

To aZZ whom it may concern.-

Be it known that I, HARRY GULLIVER, builder, a subject of the King of Great Britain, residing at No. 411 Chapel street, South Yarra, in the State of Victoria and Commonwealth of Australia, have invented certain new and useful Improvements in Railway Signaling and Communicating Apparatus, of which the following is a specification.

This invention has been devised for the purpose of establishing telephonicand signaling communication between the signalman in the box and the driver of a l0comotive and is intended to be used in conjunction with the existing appliances when the ordinary semaphore and other signals are obsoured by fog or other causes.

The appliances comprised in this invention may also be used in conjunction with existing signaling arrangements to facilitate and regulate race-course and other abnormal traffic, as may be required.

In order that the invention may be clearly understood, it will be described by reference to the accompanying drawings, in which- Figure l is a diagrammatic plan illustrating the various electrical and mechanical ap pliances constituting said invention. Fig. 2 is a rear elevation of part of a locomotive, illustrating the indicator, mechanical and electrical bells, telephone, 820., applied thereto, as hereinbefore described. Figs. 3 to 6 are various views of a rotating contact-brush which is mounted upon the locomotive and is used for making electrical contact with a wire supported alongside the track at intervals. Figs. 7 and 8 are a plan and side elevation, respectively, of a trip-lever which may be used to operate a mechanical bell upon the locomotive.

The same letters of reference indicate the same or corresponding parts in all the figures.

The appliances constituting the present invention comprise a copper wire or wires A A A or plate, stretched parallel with the railwaytrack B and fixed to insulated stan chions a to, Figs. 1 and 2, secured to the projecting ends of the sleepers b or to timber bedding, said wire or wires starting from a point in advance of the distant signal 0. For a short space the wire is fixed to the insulated stanchions at the required height to form the first electric contact, the'purpose of which Serial No. 67,666. (No model.)

will be explained hereinafter. From thence it may be conveyed, as indicated by dotted lines, in either of three different ways to the signal-box without further contact. First, it may be taken underground by an insulated cable, inclosed with wood boxing; second, if convenient, it can be taken overhead along the ordinary telegraph-poles already in use; third, it may be continued parallel with the rails on insulated stanchions, as already described.

The second contactwvire A starts from a little in advance of the distant signal and is carried a short distance along the stanchions a. From thence it is conveyed by either of the methods above described to the third and principal contact-point-,which starts a sufticient distance in advance of the home signal 0 to meet local requirements. Here it is again carried along the stanchions to the home signal and from thence led into the signal-box to connecting appliances, hereinafter described, which are operated by the signallevers. From there the wire is led to an ordinary two-way cut-off switch F, which enables the signalman to disconnect the appliances, if not required, to an electricbell G, to electric-battery cells H, and then to earth in the usual manner.

From the battery H a wire is taken to another connecting appliance similar to the one previously mentioned; but in this case it is operated by the starting-signal lever and then conveyed the most convenient way to the ends of the platform, as may be required, where the locomotive usually stops. Here it is again raised, as indicated at A on insulated stanchions, as before, a sufiicient distance to insure the contact always being made when the locomotive stops. If local requirements demand, it can be applied as described above to the outgoing signals. Here the wire terminates, care being taken that no part of the wires come in contact with any materials that are conductors of electricity (except where they are specified) to prevent leakage or short-circuit.

Attached to the locomotive is a mechanical bell I, (see Figs. 1 and 2,) actuated by a lever *6, passing over a trip-lever J or other catch, Figs. 1, 2, 7 and 8, as the locomotive travels along the rails. -The first-of these trip-levers J is placed in advance of the distant-signal post opposite the first contact-wire A. The second is fixed in advance of the elevated portion A of the contact-wire which leads to the home signal, and the third is placed about fifty yards in advance of the home signal itself. Mounted upon the locomotive is a metallic brush K, the strands of which may be made either of coppered steel, electro or nickel plated steel, brass, aluminium, gun-metal, or any suitable material being conductors of electricity which can be made into fine strands of whalebone flexibility. This contact-maker K consists, preferably, of a revolving brush, as shown in Figs. 3, 4, 5, and 6. In the form illustrated in Figs. 3, 4, and 5 a circular casting of gunmetal having eight cavity-slots k is used. In these slots are inserted short lengths of spring-metal wire 70 secured by nut-headed screws 70, pressing against clamping-plates 712 and held by lock-nuts 70. A straight stiif steel spring L is secured to the bracket 70 carrying the revolving contact-brush, by a screw Z at one end. Its other end is formed with a conical point Z which fits into the end of the spindle k of the revolving contactbrush. This part of the appliance serves two purposes. By screwing up an adjustingscrew Z the spring L may be caused to press the conical point Z into the end of the spindle k and thus secure a better connection for the electric current, as otherwise the oil on the bearings may cause a partial insulation, and to prevent the oil from reaching the conical point it is better for the end of the spindle to project over the bearing. By this means also, if necessary, the friction on the end of the spindle can be increased to act as a brake to prevent the brush from revolving too rapidly or even to stop its rotation altogether, if desired. The brackets 75, carrying the bearings, are mounted upon wooden standards 70*, depending from the locomotive. To insure sufficient revolution, ball-bearings or Kynochs patent bearings may be employed; but if ordinary bearings are used they should by preference be run with antifriction metal. A set-screw M may be used to tighten up the bearings, if required. The advantages of this contact-maker are as follows: By revolving as it passes along the wire the friction is reduced to a minimum. Consequently the brush will last a great deal longer, and there is no danger of the contact missing even if some of the bristles were displaced and did not touch the wires A A A The bracket 70, carrying the brush, may be pivotally supported to enable the brush and frame to swing, so as to break the force of the impact when the locomotive is moving and the brush comes in contact with that part of the stanchion a, which supports a Wire. A volute spring may be used to assist in bringing the brush to the perpendicular after the impact. One of these maybe placed at each end and be arranged to act in opposite directions, so that the brush may oscillate both. ways, stops of vulcanized rubber being used to prevent the brush from being forced too much out of position by the impact. Instead of clamping the bristles of the contact-brush in a series of slots 70 they might be arranged in a continuous circle, as illustrated in Fig. 6, and be clamped against a flange bymeans of an annular disk 70''. An insulated wire 0 is led from the brush K to the cab of the engine and there connected to a bell P and indicator Q. This indicator Q consists of a Wooden box inclosing an electromagnet acting on one end of a lever, the other end of which holds a party-colored disk, one part painted red with the word Danger on it, the other part being white with the word Safe on it. These will show alternately through a glass-covered opening in the box. When the current is not operating, the red danger portion of the disk will show. When the circuit is complete, the white Safe will appear and remain on view so long as the circuit is not broken. After passing through the bell P the current operates the indicator Q, runs to battery-cells R, (dry ones for preference,) and is conveyed to earth by a Wire attached to any convenient metallic part of the engine.

A telephone S, as shown on the drawings, can be fitted in the cab of the engine and connected with the circuit, thus establishing direct telephonic communication between the driver and the signalman in the box.

The indicator Q and telephone S may be constructed in one box in order to save space in the cab of the engine.

The appliances when fixed as described and used in conjunction with existing signal arrangements will enable a locomotive when the ordinary signals cannot be seen, owing to fogs and other causes, to travel safely and speedily from station to station in the following manner: On approaching the distant signal 0 the driver receives when reaching the first contact-wire A an electric signal. The Wire being conveyed separately to the signal-box without a break is attached to and rings the bell G, apprisingthe signalman that the train is approaching and indicating his position to the driver. This wire is fixed on the box in such a manner as to place it beyond the control of the signalman, and if in working order is bound to locate the position of the train to both driver and signalman. Should the electric contact fail, the driver has still the mechanical hell I, operated by the trip-lever J, to warn him. When the distant signal 0 is reached, he will receive by means of the second contact-wire A either a lineclear or a danger signal. He will then under the driving rules proceed slowly to the home signal, in advance of which he will receivea second mechanical bell-signal, againindicating his position. Should he not receive the safe or line-clear signal after passing the me chanical bell,he will slow down until the third mechanical bell-signal is reached and stop until he receives line clear on the indicator Q, or may receive verbal instructions through the telephone S. The driver thus receives two distinct and independent signals to safeguard the passage of the train-one audible and the other both audible and visible. As an alternative the contact-wire A may be continued from the home to a convenient distance in advance of the distant signal, with one mechanical bell-signal at the distant and another fifty yards in advance of the home signal. Should the driver notreceive line clear after passing the first mechanical bell, as previously explained, he will slow down until the second mechanical bellsignal is reached and stop until line clear is given by the signalman. In places where distant signals are not provided these appliances will be used in connection with the home signal, as previously explained. By this means the driver is brought into direct communication with the signalman, from whom he can receive a signal by the indicator or with whom he may converse through the telephone even although his locomotive is moving along the road. If it is required to give the signal lineclear, the current is switched on, andthe indicatorwill show the white disk with the word Safe. If the danger-signal is to be given, the battery is not switched on, when the red disk with the word Danger will show. After being stopped by the danger-signal the signalman may call up thedriver as per code arranged and can verbally instruct him through the telephone by means of the brush connection which is carried by the engine and can remain in communication with the driver until he has'passed the home signal. The drivercan be signaled line clear even if he is slowing down after receiving the'danger signal or wherever he may happen to stop after receiving the signal to do so, the same as he can with the present signal appliances, being still under the control of the signal man. When the engine starts to move from'the home signal to the platform it is obvious that the contact will cease as soon as the home signal is passed. The circuit being broken, the indicator will show danger; but this will not stop the engine, as by preconcerted arrangement the indicator is to be considered inoperative after passing the home signal, and it will remain so until the next electric contact is reached. Here the locomotive under any circumstances is again in contact with the wire, when the signal to start or remain can be given either by the indicator or through the telephone. In places where there are outgoing signals it can beapsignals, as the case may be, the danger-signalwill again show; but here again, as before, it is understood that after clearing the last outgoing signal theappliance is dead. and not in operation until the next electrical contact is reached. This appliance effectually safeguards the interlocking of points and signals, as at present. This is accomplished by means of a connecting appliance, consisting, preferably, of a contact-maker T, operated by a bell-crank t, connected to a sliding rod t through which passes a cambar #[attached to the signal-lever U, so that when this latter is operated to lower the signal the circuit will be completed at T and will be again broken when the lever is released.

The working of the whole apparatus also provides that in case of it being thrown out of gear from any cause and becomes unworkable the driver when he reaches the sphere of its operation will receive the danger-signal and stop the locomotive until he receives further instructions.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claimis 1. In a signaling system of the class described, a track, a conductor arranged along said track, a vehicle adapted to travel on said .track, a tower, an electric generator in said tower connected with the conductor, the connections including a contact-maker,a brush on said vehicle adapted to engage said conductor, signal devices on the vehicle electrically connected with said brush, a handlever in the tower, and means operated by said hand-lever for actuating said contactmaker.

2. In a signalingsystem of the class described, a track, a conductor arranged along said track, a vehicle adapted to travel on said track, a tower, an electric generator in said tower connected with the conductor, the connections including a contact-maker, a brush on said vehicle adapted to engage said conductor, signal devices on the vehicle electrically connected with said brush, a lever connected .to said contact-maker, a sliding rod for operating said lever, ahand-lever, and a cam connected with said hand-lever for operatingisaid sliding red. I

' on said vehicle adapted to engage said conductor, signal devices on the vehicle electrically connectedwith said brush, a hand-lever, a slide, a cam operable by said hand-lever and adapted to actuate said'slide, and connections between said slideandthe contact-maker for operating the latter.

plied in the manner previously described. After clearing the platform or the'outgoing In testimony whereof I have hereunto set my hand in presence of'two subscribing witnesses. Y

IIARRY GULLIVER.

Witnesses: a

EDWARD .Wnrnns,

EDWARD Wrrrnns, Jr. 

